Ignition-spark-controlling mechanism.



G. B. MAEGLY. IGNITION SPARK CONTROLLING MECHANISM.

m APPLICATION FILED JULY I2. I915. 1,2??JM f I Patented Sept. 3, 1918.

2 SHEETSSHEET I.

G. B. IVIAEGLY.

IGNITION SPARK CONTROLLING MECHANISM.

APPLICATION FILED JULY I2- I915. 1,977,447, Patented Sept. 3, 1918.

2 HEETSSHEET 2 Suva who's GEORGE B. MAEGLY, OF KANSAS CITY, MISSOURI.

IGNITION-SPARK-CONTROLLING MECHANISM.

narrate.

Specification of Letters Patent.

Patented Sept. 3, tare.

Application filed July 12, 1915. Serial No. 39,454.

To all whom it may concern Be it known that I, GEORGE B. MAEGLY, a

citizen of the United States, residing at- Ilontrolling Mechanism, and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it ap pertains to make and use the same, reference eing had to .the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part ofthis specification.

My invention relates to ignition-spark con trolling mechanism for hydrocarbon motors having throttle control, and has for its principal object to provide a mechanical device that is operable by-the throttle to advance and retard the spark simultaneously with the throttle movement, and which comprises a manual adjustment for predeterminin the limit of spark advance or retard, an the range of spark movement for any range of throttle movement. I I

As the efiicienc of the motor depends very largely on the re ationship of motor speed to the time in the cycle at whichthe s ark occurs, it is thereforedesirable to provide some means whereb the adjustment of the spark can be contro led by the throttle. AS both we throttle and spark are governing factors, and as the relationship between the two varies under different conditions, a positive connection would not answer as the motor requires more throttle openingjwith'l'ess advanced spark when working at lower speed under heavy load, and less throttle opening and more advanced spark with lighter load 'and .high speed. 1-

My' invention, therefore, is intended and primarily adapted for mechanically connect- .mg the t in such a manner that opening the throttle will simultaneou ly advance thespark to a.

degreedetermined by adjustment, but

, whereby further 'throttle opening may be ,had without further advancing the spark;

the adjusting mechanismbeing so constructed and assembled with the spark-timer and throttle, that any predetermined degree of advance or retard may be had for any range 05E throttle opening.

A A further object is to provide a device that will automatically advance and retard it is desired to lever, and a foot accelerator, showing rottle and spark timing'mechanismthe spark to the limit allowed by the adj ustment upon the first or initial throttle movement, and at the same time have such spark movement synchronize with that of the throttle.

A further object is to provide a device with .which, while being both mechanical and automatic with the throttle, it is possible to move the spark timing mechanism independently of the throttle, and which will also permit the-throttle to be actuated without movin the timing mechanism when Ilold the latter in either fully advanced or retarded position. y l I A further object is to provide means adapted to hold either full advance or retard as maybe desired, or to automatically give a limited range of spark movement for any range of throttle opening or either a limited or extended amount of spark advance when desired-for a limited amount of throttle either case, the spark cannot be automatically 7 carried. 7

The preferred form of the invention is illustrated. in the accompanying drawings, wherein:- v

Figure I is an elevation of a spark-controlling mechanism comprising my improvements and illustrating its connection with an ignition device, a throttle valve, an adjusting the parts with closed throttle and full retarded spark, and the adjusting mechanism in what I termneutral position, as it h'asno effect on the ignition spark controlling mechanism to limit either spark advance or retard.

Fig. II is a similar view showing partly.

opened throttleand fully advanced spark with the adjustment stop in, what I term full advance p spark control ing mechanism -fully advanced position.

Fig. III is a similar view, showing the parts as they appear ,for fullv opened throttle and fully retarded spark, with the adjusting stop in what I term full retard position as it here holds the spark 'control-.

ling mechanism in fully retarded position, so that there is no ignition Fig. IV is a similar view, showing the adjusting stop in three-quarter retard, or in position for limiting spark advance to a osition as' it there holds the range of from full retard to within onequarter of full advance.

' Fig-V is a similar view, having the adjusting. stop in three-quarter advance, or in position for limiting spark advance to a range of from three cuarter advance to full advance; the adjustin stop holding the spark controlling mec return to full retard but must start on three quarter advance upon opening of thethrottle. Fig. VI 'is across section on the lineVI- VI, Fig. IV.

Referring more in detail to the draw- 1ngs: I

1 designates an ignition device having a lever 2 for governing the spark-timing mechanism, 3 the intake manifold, 4 the throttle valveof a'carbureter (not shown),- having an actuating lever 5, 6 a foot pedal that is operably connected with the throttle lever, as will presently be described, and 7 a steering post, which parts mav be of any ordinary construction as they, 1nthemselves, form no part of my present invention.

Mounted on any permanent base, preferably on the motor, (not shown) is a frame 9, preferably lU-shaped, the arm 10 of wh ch is slightly'longer than the arm 11, and SIM- ably mounted in said arms is a rod 12; one

.endof which is pivotally connected with the throttle lever 5 by a l1nk 13, which is pivoted to the lever and to the arm.

Pivotally mounted on the opposite end of the rod is .a link 14, the outer end of which is pivotally connected with a lever 15 that is mounted in a yoke 16, and carries the pedal 6, an expansion spring 17 surrounding the rod between the frame arm 10, and a collar 18 on the rod, so that when the pedal is depressed against thetension of spring 17 the rod 12 is drawn backwardly and the throttle lever actuated to open the throttle valve. The spring 17 normally retains the parts in position for closing the throttle and automatically returns the same to such position when pressure is removed from the edal. p Slidably mounted on the rod 12, between the. frame arms 10 and 11 is a yoke '19, the arms 20 and 21 of which are apertured to slide on the ,rod '12 and to allow the rod to slide therethrough. The body ofthe yoke carries a boss 23, and fixed to the boss, and slidably mounted in the long arm 10 of the frame, is a rod 24, having a link 25 pivotally connected therewith and with the timing lever 2 to o eratively connect the lever with the yoke; t etiming lever being normally urged toward. its fully retarding position by an expansion spring 26, which is mounted on the rod 245 and bears against the-frame arm 10 and against a collar 27 on the rod, so that the timing lever is normally, yieldanism on closing movement of the throttle so that it cannot,

overcome the resistance shoulder erner? ingly tensioned toward retarded position, and is automatically returned to such positiqn when released.

As the position of the yoke determines the timing of the spark, means must be provided for holding the yoke in an adjusted position, when a definite range of spark advance or retard is desired; the means here shown consisting of a cramp arm 29, having an aperture 30 therein, through which the rod 12 is extended, and through which the rod may move freely when the arm is perpendicular to the rod. The arm is pivotally anchored to the yoke 19 however, to slide therethrough, and urged along the rod by an expansion spring 32 that is connected with the frame arm 10 and with the cramp arm, so that under normal conditions the arm cramps on the rod and locks the yoke thereto so that when the throttle rod 12 is shifted by the foot pedal the yoke is moved with the arm to'advance the spark.

The tension of the spring is suflicient to of the timing lever, so that when the rod 12 is returned by the s ring 17, the initial return movement of t e rod moves the timing lever2 to the limit of its retarding movement, and further movement of the rod straightens the cramp arm against the tension 01 its spring to allow the rod to pass through the arm aperture without afi'ecting'the tlming lever.

The preferred mounting of the cramp arm 29 includes a rod 34-35 that is mounted in and extends between the frame arms 10, 11; the sections of the rod being of difierent diameter and meeting in a shoulder 36 at about the center of the frame. The cramp arm 29 has a slot 37 in its upper. end so that itmay slide in the small section of the rod and engage the shoulder to stop movement of the arm at that point; the lower end of the arm being pivotally mounted on the body of the yoke 19 to allow the arm to rock, as described.

With the parts combined in this manner, with the throttle closed, the cramp arm is spaced from the shoulder (Fig.1), and the timing lever is at full retard position.

. When the throttle is opened by advancing the rod 12, the-arm 29, being cramped on the rod, moves therewith and advances the spark proportionately to the opening of the t rottle, until the cramp arm engages the 36 and is straightened to permit the rod 12 to move freely therethrough; the arrangement being such that when the cramp arm reaches the shoulder the timing lever will bein fully advanced position, so that further movement of the 'rod will permit the same to slide through-the cramp arm and continue to open the throttle without affecting the timing mechanism. On return movement of the rod 12, under tension of spring 17 the cramp arm locks to arva a7 the rod upon initial movement of the rod and retards the spark immediately upon the initial closing movement of the throttle, the closing movement of the cramp arm and yoke 19 continuin until the end of the yoke contacts the frame arm 10, where the yoke is stopped, and further .movement of the rod is independent of movement of the spark retard at intermediate. points. I

This mechanism consists of a stop arm 39 which is slidably mounted on a rod 40, fixedly mounted between the frame arms 10, 11, and slidably mounted on the rod '3 l35 and the rod v14; the width of the arm being sufficient to form a stop for the arm 21- of yoke 19 and for the cramp arm 29. 7

Fixed to an extension 42 on the sto arm 39, by a set screw 43, is a wire 44 t at 'is slidably mounted in a conduit as that is fixed to an extension 46 on the frame 9 by a set screw 47 and extends to a quadrant as on the steering post 7; the wire extending from the upper end of the conduit and connectin with a lever 48 on the quadrant.

Wit this arrangement, should it be desired to hold the ignition lever at-fully, re-

tarding position,.so that there would be no ignition advance when the throttle is opened, the hand lever 49 is moved to slide the stop arm 39 toward the left, past the shoulder 36 until it engages the cramp arm 29 (Fig. Ill) and straightens the arm.

With the stop arm so positioned, when the rod 12 is advanced to open the throttle, the cramp arm 29 engages the stop arm 39 and releases the rod 12 so that the rod 12 may be drawn forwardly to open the throttle; this movement having no effect on the ignition mechanism, as. the rod slides freely through the cramp arm and does not induce movement of the yoke 19.

Should it be desired, however, to provide a, range of from full retard to any desired -advance, say. three-quarters advance, the

stop arm is moved to the position shown in Fig. IV, where it will permit some movement of the cramp arm but wherein the cramp arm will engage the stop arm and relcase the rod 12, earlier than the rod would have been released if the cram arm had traveled on to contact with the oulder 36, and so that the spark is not advanced to the extent it would have been without the adjusment of the stop arm. When the cramp arm is stopped in this position, the rod moves on as before and continues to open the throttle but without fully advancing the spark. On the return of the rod 12 to close the throttle, thecramp arm takes hold of the rod immediately upon movement of the rod, so that the primary throttle closing movement of the rod retards the spark and final closing of the throttle is effected after the spark has been fully retarded.

Should it be desired to start the motor with an advanced spark, say a three-quarter advance, and increase the advance proportionately to the opening of the throttle until the spark-is fully advanced, the stop arm is drawn to the right (Fig. V), andengages the yoke arm 21 to carry the yoke along with it and advance the timing lever 2 to the desired position, so that when the throttle rod 12 is drawn forwardly to open the throttle, the cramp arm locks thereon and carries the yoke 19 along with it until the spark is fully advanced. On releaseof the throttle rod, the rod returns automatically, under tension of its spring to close the throt-' tle, the cramp arm taking hold to retard the spark and moving the yoke 19 back until the arm 21 engages the stop arm 39 to'hold vthe yoke and timing lever while the throttle closes, so that when the throttle is again opened the spark will start at the advanced position and continue to advance as the throttle is opened until it reaches the fully advanced position. r

Having thus described my invention, what I claim as new therein, and desire to secure by Letters Patent, is r,

1. The combination with control mechanisms for a spark timer and a throttle, of means automatically operable by manipulation of the throttle control mechanism for establishing and breaking cooperative rela-. tion between the two mechanisms.

2. The combination with a sparktimer movable .Within defined limits, and throttle control mechanism having movement in excess of that of the spark timer, of means illiti adapted for establishing and breaking cooperative relation between the said timer and the throttle control mechanism.

8. The combination with throttle and spark controlling devices,of releasable connection between said devices, and means for effecting the release of said connection to permit movement of one device independently of the other.

l. The combination with throttle and spark controlling devices, of releasable connection between said devices, and adjustable means for effecting the release of said connection to permit movement of one device independently of the other within a range determined by. position of saidadjustable means.

5. The combination with. throttle and spark controlling devices, of means noring means being arranged to effect its op'- erative connectlon upon initial movement of elther of sald devlces in either dlrectlon.

spark controlling devices, of a member mounted on one of the devices and adapted for gripping the other to effect cooperation of the devices, and means for actuating said member to break its grip on thesecond device to permit independent actuation of the latter.

7. The combination with throttle, and ignition spark devices, of means for actuating the throttle, slip connection between the throttle and the ignition spark and adaptedfor moving-the latter upon initial movement of the former, in either direction, and means for breaking such connection at a given point to permit independent movement of 'the throttle device.

8. The combination With throttle and ignl tion'spark devices, of means for actuating the throttle, slip connection between the throttle and the ignition spark devices, whereby the latter may be moved upon initial movement of the throttle device in either direction, means for breakin such connection at a given point to permit independent movement of the throttle device, and means for adjusting said last named meansto determine the range of movement of the ignition spark device.

9. The combination with throttle and ignition spark devices, of means connecting said devices to secure synchronous movement thereof, and means for breaking said connection when the spark device is at fully advanced position.

10. The combination with throttle and ignition spark devices, ofimeans connecting said devices to secure synchronous move-' ment thereof, means for breaking said connection when the spark device is at fully" advanced position, and other means for breaking said connection before the spark device has reached fully advanced position.

11. The. combination with throttle and ignition spark devices, of means normally connecting. said devices .to secure synchronous actuation thereof, mechanical means for actuatin d connection when the spark device'has reached fully advanced position, and adjustable means for breaking said connection before the spark device has reached fully advanced position whereby range of spark advance may be limited without limiting the throttle range.

, 12. The combination with throttle and ignition spark devices, of means for connectone of the. devices, means for 13. The combination with ignition and spark devices, of releasable connection between said devices, a fixed stop for breaking 6. The combination with throttle and said connection when the spark device is at fully advanced position, and an adjustable stop for breaking said connection or limiting movement of the spark device to determme the range of spark advance or retard and permit movement of the throttle beyond the limit of said range.

14. The combination with a throttle valve,

of a. movable member. for actuating said connection with the movable member, and

means for adjusting said stop.

16. The combination with a throttle and an ignition. spark device, of a movable member foractuating the spark device, a releasable member on the spark device for engaging the movable throttle member to induce synchronous movement of the movable members, an adjustable stop device adapted for engagement by the releasable member or by the movable spark device member to break the connection between the movable throttle and the movable spark device mem-' ber, whereby the range of movement of the spark device is limited, for the purpose set forth.

17. The combination with a throttle and with an ignition spark device, of movable means for actuating the throttle, movablemeans for actuating the spark device, an arm onthe movable spark device adapted for releasably connecting the same with the movable throttle means, and a stop movable in either direction from a neutral point and adapted for engagement-by the releasable arm at one side of the neutral point to break connection between said movable 'members and limit advance of the spark and for engagement b the movable spark member when at the ot er side of neutral to limit movement-of the spark device toward retard position. 4 l Y 18. The combination with a throttle and an ignition spark device, of a reciprocatorv rod for actuating the throttle, a reciprocatory yoke connected with the ignition spark device, an arm pivotally mounted on said yoke and adapted to cramp on the throttle rod, and a stop located between said arm and one arm of the yoke and adapted for engagement by either to break the cramp connection of said arm with the throttle rod or to stop movement of the spark device toward retard position.

19. The combination with throttle and spark devicesof a reciprocatory member operatively connected with each device, a yoke fixed on the reciprocatory spark device member, an arm pivotally mounted on said yoke and lying along the reciprocatorythrottle member, yielding means for'cram'ping'said arm on the reciprocatory throttle.

member, a fixed stop for engaging said arm to release the throttle member, and an ad justable stop movable in either direction from the fixed stop to engage the pivoted arm or the fixed arm, for the purpose set forth.

20. The combination with a throttle and an ignition spark device, of a frame comprising-spaced arms, a rod slidable in said frame and connected with the throttle, a rod slidable in said frame and connected with the spark device, a yoke fixed on the spark device rod and slidable on the throttle rod, an arm pivotally mounted on said yoke and slidable on the throttle rod, a spring normally cramping the arm on said rod, a fixed stop for engagement by, the pivoted arm to break the cramped connection, an adjustable stop movable in either direction from the fixed stop to position for engagement by the yoke arm to limit the range of movement of the spark device with the throttle, substantially as set forth.

In testimony whereof I aflix my signature.

GEORGE E. MAEGLY. 

